U.S. patent number 7,451,031 [Application Number 11/652,018] was granted by the patent office on 2008-11-11 for control unit and method for vehicle.
This patent grant is currently assigned to Toyota Jidosha Kabushiki Kaisha. Invention is credited to Masato Kaigawa, Seiji Kuwahara.
United States Patent |
7,451,031 |
Kuwahara , et al. |
November 11, 2008 |
Control unit and method for vehicle
Abstract
An ECT_ECU performs a program including: a step of determining
whether the gears are being changed or the gears are not being
changed; a step of setting the virtual gear to the current gear, if
the gears are not being changed; a step of setting the virtual gear
to the gear before the gears are changed, if the gears are being
changed but the inertia phase has not been started; a step of
setting the virtual gear to the gear after the gears are changed,
if the gears are being changed and the inertia phase has been
started; a step of calculating the gear-change progress .alpha.; a
step of calculating the virtual gear ratio based on the virtual
gear and the gear-change progress .alpha.; and a step of
calculating the target engine torque using the virtual gear
ratio.
Inventors: |
Kuwahara; Seiji (Toyota,
JP), Kaigawa; Masato (Toyota, JP) |
Assignee: |
Toyota Jidosha Kabushiki Kaisha
(Aichi-ken, JP)
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Family
ID: |
38219880 |
Appl.
No.: |
11/652,018 |
Filed: |
January 11, 2007 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20070191184 A1 |
Aug 16, 2007 |
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Foreign Application Priority Data
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Jan 13, 2006 [JP] |
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2006-006017 |
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Current U.S.
Class: |
701/51; 701/54;
701/58 |
Current CPC
Class: |
F16H
63/502 (20130101); F16H 61/0437 (20130101); F16H
61/686 (20130101); F16H 2200/0052 (20130101); F16H
2200/201 (20130101); F16H 2306/42 (20130101); Y10T
477/688 (20150115) |
Current International
Class: |
G06F
7/00 (20060101) |
Field of
Search: |
;701/22,51,54,55,58,60,61,64 ;477/107,109 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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601 21 391 |
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Nov 2006 |
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DE |
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2001-347854 |
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Dec 2001 |
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JP |
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2005-248728 |
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Sep 2005 |
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JP |
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Primary Examiner: Camby; Richard M.
Attorney, Agent or Firm: Sughrue Mion, PLLC
Claims
What is claimed is:
1. A control unit for a vehicle equipped with a stepped automatic
transmission, comprising: a gear-change progress calculation device
that calculates progress of gear-change performed by the automatic
transmission; a virtual gear ratio calculation device that
calculates a virtual gear ratio based on the progress of the
gear-change, a gear ratio before the gear-change and a gear ratio
after the gear-change; and a target torque calculation device that
calculates a target torque to be output from a drive power source
of the vehicle based on the virtual gear ratio.
2. The control unit according to claim 1, further comprising: an
input shaft rotational speed detection device that detects a
rotational speed of an input shaft of the automatic transmission,
wherein the gear-change progress calculation device calculates the
progress of the gear-change based on the detected rotational speed
of the input shaft and a synchronous rotational speed after the
gear-change.
3. The control unit according to claim 2, wherein the gear-change
progress calculation device calculates the progress of the
gear-change based on a ratio of a difference between the detected
rotational speed of the input shaft and the synchronous rotational
speed after the gear-change to a difference between the rotational
speed of the input shaft of the automatic transmission before the
gear-change and the synchronous rotational speed after the
gear-change.
4. The control unit according to claim 1, wherein the gear-change
progress calculation device calculates the progress of the
gear-change based on recognition that the gear-change starts when
an inertia phase is started and ends when the gear-change is
completed in the automatic transmission.
5. The control unit for the vehicle according to claim 1, wherein
the virtual gear ratio calculation device calculates the virtual
gear ratio by following expression: virtual gear ratio=the gear
ratio before the gear-change.times.the progress of the
gear-change+the gear ratio after the gear-change.times.(1-the
progress of the gear-change).
6. A control unit for a vehicle equipped with a stepped automatic
transmission, comprising: gear-change progress calculation means
for calculating progress of gear-change performed by the automatic
transmission; virtual gear ratio calculation means for calculating
a virtual gear ratio based on the progress of the gear-change, a
gear ratio before the gear-change and a gear ratio after the
gear-change; and target torque calculation means for calculating a
target torque to be output from a drive power source of the vehicle
based on the virtual gear ratio.
7. A control method for a vehicle equipped with a stepped automatic
transmission, comprising: calculating progress of gear-change
performed by the automatic transmission; calculating a virtual gear
ratio based on the progress of the gear-change, a gear ratio before
the gear-change and a gear ratio after the gear-change; and
calculating a target torque to be output from a drive power source
of the vehicle based on the virtual gear ratio.
8. The control method for the vehicle according to claim 7, further
comprising: detecting a rotational speed of an input shaft of the
automatic transmission, wherein the progress of the gear-change is
calculated based on the detected rotational speed of the input
shaft and a synchronous rotational speed after the gear-change.
9. The control method for the vehicle according to claim 8, wherein
the progress of the gear-change is calculated based on a ratio of a
difference between the detected rotational speed of the input shaft
and the synchronous rotational speed after the gear-change to a
difference between the rotational speed of the input shaft of the
automatic transmission before the gear-change and the synchronous
rotational speed after the gear-change.
10. The control method for the vehicle according to claim 7,
wherein the virtual gear ratio is calculated by following
expression: virtual gear ratio=the gear ratio before the
gear-change.times.the progress of the gear-change+the gear ratio
after the gear-change.times.(1-the progress of the gear-change).
Description
INCORPORATION BY REFERENCE
The disclosure of Japanese Patent Application No. 2006-006017 filed
on Jan. 13, 2006 including the specification, drawings and abstract
is incorporated herein by reference in its entirety.
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention relates generally to a control unit and method for a
vehicle equipped with a stepped automatic transmission. More
specifically, the invention relates to such control unit and method
that prevents shift shock from being caused during drive power
demand control.
2. Description of the Related Art
A control technique called "drive power control" is often employed
in a vehicle equipped with an automatic transmission and an engine
which is controllable to output a required torque independently of
an accelerator pedal operation performed by a driver. According to
the drive power control, a positive or negative target drive power
is calculated based on the amount by which the accelerator pedal is
operated by the driver, the operating conditions of the vehicle,
and the like. Based on the calculated target drive power, the
engine torque and the gear ratio of the automatic transmission are
controlled. Examples of the drive power control include "drive
power demand control" and "torque demand control".
In this drive power control, the target drive power for the vehicle
is calculated based on the vehicle speed and the accelerator pedal
operation performed by the driver. Then, the gears (gear ratio) and
the engine torque are controlled to achieve the target drive power.
The engine torque is set using a map indicating the throttle valve
opening amount required for outputting the target drive power set
for each gear. When the gears are changed, the time, at which the
gears are actually changed (the time at which gear-change is
actually started), and the time, at which the throttle valve
opening amount is changed, are controlled to be synchronized with
each other. In this case, responses of the transmission and the
throttle valve to the controls are taken into account. Thus, shift
shock is reduced.
Japanese Patent Application Publication No. 2001-347854
(JP-A-2001-347854) describes a drive power control unit for a
vehicle equipped with a stepped automatic transmission, which
reduces shift shock. This drive power control unit includes first
means for calculating the target drive power; second means for
calculating the target engine torque based on the target drive
power and the gear ratio; and third means for performing control so
that the gear ratio of the current gear is used to calculate the
target engine torque when the gears are not being changed, and the
actual gear ratio, calculated based on the rotational speeds of the
input shaft and the output shaft of the transmission, is used to
calculate the target engine torque while the gears are being
changed.
The drive power control unit performs such control when the gear
ratio is changed. Accordingly, with this drive power control unit,
the target engine torque is gradually changed based on the actual
gear ratio while the gears are being changed. As a result, it is
possible to prevent sudden reduction in torque, and thereby to
reduce shift shock. However, if the actual gear ratio calculated
based on the rotational speeds of the input shaft and the output
shaft of the transmission is used, shift shock may be increased by
sudden increases in the engine torque due to changes in the
calculated value of the actual gear ratio. Such changes occur due
to a malfunction in a sensor or disengagement of a one-way clutch.
However, the drive power control unit described above uses the
actual gear ratio only while the gears are being changed, and the
gear ratio of the current gear is used when the gears are not being
changed. Therefore, it is possible to prevent increases in shock
given to the vehicle. While the gears are being changed, friction
elements of the transmission are slipping. Accordingly, even if the
engine torque is suddenly increased, the increase in the engine
torque is not entirely reflected on the torque output from the
transmission. For example, only the torque within the capacity of a
clutch, one of the friction elements, is transferred, and the
remaining torque just contributes to increases in slippage of the
clutch. Accordingly, although shock is temporarily caused, such
shock is absorbed in the slippage of the clutch. Moreover, even
while the gears are being changed, until the gear ratio starts
changing due to start of the inertia phase, the gear ratio of the
gear is used instead of the actual gear ratio. With such control,
the target engine torque is not changed at the initial stage of the
inertia phase, but is changed after the gear-change has proceeded
to a certain degree in the inertia phase. Thus, it is possible to
prevent increases in shift shock, delay in a change in the target
engine torque, and the like.
The drive power control unit described above calculates the torque
to be output from the internal combustion engine, using the gear
ratio of the current gear when the gears are not being changed, and
using the actual gear ratio calculated based on the rotational
speeds of the input shaft and the output shaft of the transmission
(=rotational speed of input shaft of transmission (rotational speed
of turbine)/rotational speed of output shaft of transmission) while
the gears are being changed.
Usually, a transmission is provided with a one-way clutch that
transmits drive power only in one direction. When the torque to be
output from the engine is calculated in the above-described manner,
if the one-way clutch is disengaged, the gear ratio of the gear
deviates from the actual gear ratio. In such a state, if the gear
ratio used to calculate the target engine torque is changed, the
engine torque may suddenly changes, and, consequently, shock may be
caused. If the engine torque is controlled using the actual gear
ratio while the gears are being changed, the engine torque may not
be performed stably if the rotational speeds fluctuate or the
detection accuracy of the sensor is not sufficiently high.
However, in the control of the torque output from the engine, which
is the drive power source of the vehicle, described in Japanese
Patent Application Publication No. 2001-347854 (JP-A-2001-347854),
such inconveniences are not taken into account.
SUMMARY OF THE INVENTION
The invention provides a control unit and method for a vehicle
equipped with a stepped automatic transmission, which accurately
calculates the target torque required to be output from a drive
power source of the vehicle while the gears are being changed,
thereby reducing shift shock due to fluctuation in torque from the
drive power source.
A first aspect of the invention relates to a control unit for a
vehicle equipped with a stepped automatic transmission. The control
unit includes a gear-change progress calculation device that
calculates progress of gear-change performed by the automatic
transmission; a virtual gear ratio calculation device that
calculates a virtual gear ratio based on the progress of the
gear-change, the gear ratio before the gear-change and the gear
ratio after the gear-change; and a target torque calculation device
that calculates a target torque to be output from a drive power
source of the vehicle based on the virtual gear ratio.
The control unit according to the first aspect of the invention
calculates, as the gear-change progress, the degree to which the
gear-change has proceeded in the inertia phase, and calculates the
virtual gear ratio so that the virtual gear ratio corresponds to
the gear-change progress. Thus, if the gear-change progress is
little, a virtual gear ratio, on which the gear ratio before the
gears are changed is reflected more greatly than the gear ratio
after the gears are changed, is obtained. On the other hand, if the
gear-change progress is large, a virtual gear ratio, on which the
gear ratio after the gears are changed is reflected more greatly
than the gear ratio before the gears are changed, is obtained. In
this manner, the target torque is calculated based on the
continuous virtual gear ratio in the inertia phase, which is
calculated by interpolating a value between the gear ratio before
the gears are changed and the gear ratio after the gears are
changed. Accordingly, it is possible to change the target torque
continuously. Thus, it is possible to absorb shock caused by
fluctuation in the torque output from the drive power source of the
vehicle. Especially, because continuous virtual gear ratio is used,
it is possible to change the target torque continuously even when a
one-way clutch is idling. As a result, in the vehicle equipped with
a stepped automatic transmission, it is possible to accurately
calculate the target torque required to be output from the drive
power source of the vehicle while the gears are being changed,
whereby shift shock caused by torque fluctuation is suppressed.
A second aspect of the invention relates to a control method for a
vehicle equipped with a stepped automatic transmission. According
to the control method, progress of gear-change performed by the
automatic transmission is calculated, a virtual gear ratio is
calculated based on the progress of the gear-change, the gear ratio
before the gear-change and the gear ratio after the gear-change;
and a target torque to be output from a drive power source of the
vehicle is calculated based on the virtual gear ratio.
BRIEF DESCRIPTION OF THE DRAWINGS
The foregoing and further objects, features and advantages of the
invention will become apparent from the following description of an
example embodiment with reference to the accompanying drawings,
wherein the same or corresponding portions are denoted by the same
reference numerals and wherein:
FIG. 1 is the control block diagram of an automatic transmission
according to an embodiment of the invention;
FIG. 2 is the operation chart of the automatic transmission shown
in FIG. 1;
FIGS. 3A and 3B illustrate the flowchart showing the target engine
torque calculation routine performed by an ECU;
FlG. 4 illustrates the first timing chart showing the state when
the routine shown in the flowchart in FIG. 3 is performed; and
FlG. 5 illustrates the second timing chart showing the state when
the routine shown by the flowchart in FIG. 3 is performed.
DETAILED DESCRIPTION OF THE EXAMPLE EMBODIMENT
Hereinafter, an embodiment of the invention will be described in
detail with reference to accompanying drawings. In the following
description, the same or corresponding portions will be denoted by
the same reference numerals. Names and functions thereof are also
identical to each other, and therefore, redundant explanation
thereof will be omitted.
A power train of a vehicle including a control unit according to
the embodiment will be described. The control unit according to the
embodiment of the invention is an electronic control unit (ECU)
1000 shown in FIG. 1. In the embodiment, an automatic transmission
is provided with a torque converter, and includes a planetary gear
speed reduction mechanism, and the vehicle is equipped with an
engine that serves as a drive power source of the vehicle.
As shown in FIG. 1, the power train of the vehicle includes an
engine 100, a torque converter 200, an automatic transmission 300,
and the ECU 1000. The output shaft of the engine 100 is connected
to the input shaft of the torque converter 200. The engine 100 and
the torque converter 200 are connected to each other by a rotating
shaft. Accordingly, the output shaft rotational speed NE (engine
speed NE) of the engine 100, which is detected by an engine speed
sensor 400, and the rotational speed of the input shaft of the
torque converter 200 (rotational speed of a pump impeller) are
identical to each other.
The torque converter 200 includes a lock-up clutch 210 that
directly couples the input shaft of the torque converter 200 with
the output shaft of the torque converter 200, a pump impeller 220
arranged on the input shaft side, a turbine runner 230 arranged on
the output shaft side, and a stator 240 which is provided with a
one-way clutch 250 and which has a torque-amplifying function. The
torque converter 200 and the automatic transmission 300 are
connected to each other by a rotating shaft. The output shaft
rotational speed NT (turbine speed NT=input shaft rotational speed
NIN of the automatic transmission 300) of the torque converter 200
is detected by a turbine speed sensor 410. The output shaft
rotational speed NOUT of the automatic transmission 300 is detected
by an output shaft rotational speed sensor 420.
FIG. 2 shows the operation chart of the automatic transmission 300.
The operation chart in FIG. 2 shows the relationship between each
gear and the operational states (whether the friction elements are
engaged/applied or disengaged/released at each gear) of friction
elements, i.e., clutches (C1 to C4 in FIG. 2), brakes (B1 to B4),
and one-way clutches (F0 to F3). At first gear, which is selected
when the vehicle is started, the clutch C1 and the one-way clutches
F0 and F3 are engaged. It should be noted that, in FIG. 2, a circle
indicates that the clutch is engaged or the brake is applied; a
double circle indicates that the clutch is engaged or the brake is
applied when engine braking is applied; and a triangle indicates
that, although the clutch is engaged or the brake is applied, such
engagement/application has no influence on power transfer.
For example, clutch-to-clutch shift (up-shift) occurs when the
automatic transmission 300 is shifted from second gear to third
gear. A gear-change (up-shift) where the one-way clutch runs idle
occurs when the automatic transmission 300 is shifted from first
gear to second gear.
The ECU 1000 that controls the power train includes an engine ECU
1010 that controls the engine 100, and an electronic controlled
automatic transmission (ECT)_ECU 1020 that controls the automatic
transmission 300.
The ECT_ECU 1020 receives a signal indicating the turbine speed NT
from the turbine speed sensor 410, and a signal indicating the
output shaft rotational speed NOUT from the output shaft rotational
speed sensor 420. The ECT_ECU 1020 receives, from the engine ECU
1010, a signal indicating the engine speed NE detected by the
engine speed sensor 400, and a signal indicating the throttle valve
opening amount detected by a throttle position sensor.
These rotational speed sensors are provided so as to face the teeth
of the gears for detecting rotations, which are attached to the
input shaft of the torque converter 200, the output shaft of the
torque converter 200, and the output shaft of the automatic
transmission 300, respectively. The rotational speed sensors are
capable of detecting even slight rotations of the input shaft of
the torque converter 200, the output shaft of the torque converter
200 and the output shaft of the automatic transmission 300. The
rotational speed sensors are, for example, so-called semi-conductor
sensors that include magnetic resistance elements.
Solenoid control signals are transmitted from the ECT_ECU 1020 to
linear solenoid valves of the automatic transmission 300. According
to the solenoid control signals, the clutches (C1 to C4), the
brakes (B1 to B4), and the one-way clutches (F0 to F3) are
engaged/applied or disengaged/released. For example, when the
automatic transmission 300 is shifted from sixth gear to fifth
gear, the engaging pressures are controlled so that the clutch C3
is engaged and the brake B2 is released. Actually, the ECT_ECU 1020
transmits the solenoid control signals to the linear solenoid
valves in a hydraulic circuit. The ECT_ECU 1020 calculates the
target hydraulic pressure (the hydraulic pressure at which the
target engaging pressure is achieved), described later. The ECT-ECU
1020 calculates the hydraulic pressures to be applied to hydraulic
servos based, for example, on the calculated target hydraulic
pressure, and then transmits signals indicating the calculated
hydraulic pressures to the solenoid valves.
The hydraulic circuit includes, for example, two linear solenoid
valves, and a plurality of hydraulic servos that engage/apply and
disengage/release multiple friction engaging elements (the clutches
and the brakes) that change the power transfer path formed in a
planetary gear unit of the automatic transmission 30, thereby
selecting one gear from among six forward gears and one reverse
gear. The input port of each of the linear solenoid valves is
supplied with a solenoid modulator pressure. A control pressure
from the output port of each of the linear solenoid valves is
supplied to a control oil chamber of a pressure control valve. The
input port of the pressure control valve is supplied with a line
pressure, and a regulated pressure from the output port, which has
been regulated by the controlled hydraulic pressure, is
appropriately supplied to each of the hydraulic servos via a shift
valve.
Such hydraulic circuit is merely one example. In fact, multiple
hydraulic servos are provided so as to correspond to the number of
gears of the automatic transmission, and also multiple shift valves
that switch the hydraulic pressures to the hydraulic servos are
provided. Each of the hydraulic servos has a piston that is
oil-tightly fitted in a cylinder by an oil seal. The piston moves
against a return spring, using the regulated hydraulic pressure
from the pressure control valve, which is applied to a hydraulic
pressure chamber, thereby bringing an outer friction plate into
contact with an inner friction member. Such friction plate and the
friction member are employed in not only the clutches but also the
brakes.
The ECT_ECU 1020 detects the progress of the gear-change performed
based on a shift command signal, and transmits a target engine
torque signal to the engine ECU 1010. The engine ECU 1010
calculates the throttle valve opening amount at which the target
torque is output from the engine 100, based on the target engine
torque signal. The engine ECU 1010 then transmits a target throttle
valve opening amount signal to an actuator (e.g. a stepping motor)
for the throttle valve of the engine 100.
Next, with reference to FIG. 3, the control routine performed by
the ECT_ECU 1020, which is included in the control unit according
to the embodiment of the invention, will be described.
In step (hereinafter, "step" is simply referred to as "S") 100, the
ECT_ECU 1020 determines whether the gears are being changed or the
gears are not being changed. Such determination may be made based
on a shift command signal received by the ECT_ECU 1020.
Alternatively, such determination may be made using a shift diagram
showing the shift pattern for the automatic transmission 300, based
on the vehicle speed and the opening amount of the throttle valve
of the engine 100. If it is determined in S100 that the gears are
not being changed, the process goes to S200. On the other hand, if
it is determined in S100 that the gears are being changed, the
process goes to S300.
In S200, the ECT_ECU 1020 sets the virtual gear to the current
gear.
In S300, the ECT_ECU 1020 determines whether the inertia phase has
been started. This determination is made based on the rotational
speed signal input in the ECT_ECU 1020. If it is determined that
the inertia phase has not been started (NO in S300), the process
goes to S400. If it is determined that the inertia phase has been
started (YES in S300), the process goes to S500.
In S400, the ECT_ECU 1020 sets the virtual gear to the gear before
the gears are changed.
In S500, the ECT_ECU 1020 sets the virtual gear to the gear after
the gears are changed. However, in the case of skip shifting (i.e.,
in the case where a shift command is further generated during the
shift control performed according to the preceding shift command),
in the inertia phase of the gear-change that has started according
to the preceding shift command (YES in S300), the current virtual
gear is not changed, and is maintained until the inertia phase of
the gear-change according to the subsequent shift command is
started.
The virtual gear is determined by performing S100 to S500. Further,
the gear before the gears are changed is determined by performing
S600 to S800.
The ECT_ECU 1020 determines in S600 whether the gears are being
changed or the gears are not being changed. If it is determined in
S600 that the gears are not being changed, the process goes to
S700. On the other hand, if it is determined in S600 that the gears
are being changed, the process goes to S800.
In S700, the ECT_ECU 1020 sets the gear before the gears are
changed to the virtual gear.
In S800, the ECT_ECU 1020 sets the gear before the gears are
changed to the virtual gear.
In S900, the ECT_ECU 1020 calculates the gear-change progress
.alpha.. The gear-change progress .alpha. is calculated by the
expression, .alpha.=(NT-NOGEAR)/(NT when gear-change is
started-NOGEAR). In the expression, NT represents the turbine
speed, and NOGEAR represents the synchronous rotational speed after
the gears are changed, which is calculated based on the virtual
gear.
In S1000, the ECT_ECU 1020 calculates the virtual gear ratio. The
virtual gear ratio is calculated by the expression, virtual gear
ratio=KGEAR (1).times..alpha.+KGEAR (2).times.(1-.alpha.). In the
expression, KGEAR (1) represents the gear ratio of the gear before
the gears are changed, and KGEAR (2) represents the gear ratio
calculated based on the virtual gear.
In S1100, the ECT_ECU 1020 calculates the target engine torque TE
(that is also referred to as a "target TE"). The target engine
torque TE is calculated by the expression, drive power F.times.tire
radius/differential gear ratio/virtual gear ratio/torque ratio of
the torque converter 200. By performing S1100, the target engine
torque TE is calculated. The expression (conversion expression) for
calculating the target TE is used regardless of whether the gears
are being changed or the gears are not being changed.
The control performed in the vehicle provided with the ECT_ECU
1020, which is included in the control unit according to the
embodiment of the invention and which has the above-described
structure and performs the control routine shown in the flowchart,
will be described below. Because the control varies depending on
the states of the automatic transmission 300, description on the
control in each state will be provided. In the following
description, the control performed during normal shifting (which is
not skip shifting) will first be explained. FIG. 4 shows an example
of the timing chart showing the state when the normal shifting is
performed.
[When inertia phase has not been started in gear-change from second
gear to third gear]
Because it is determined in S100 that the gears are being changed,
and it is also determined in S300 that the inertia phase has not
been started (the torque phase before time T(1) in FIG. 4), the
virtual gear is set, in S400, to second gear which is the gear
before the gears are changed. Further, because it is determined in
S600 that the gears are being changed, the gear before the gears
are changed is set, in S800, to the virtual gear (second gear)
before change.
The inertia phase has not been started, and therefore there is no
change in the turbine speed NT (NT detected when the gear change is
started=current NT). Accordingly, the gear-change progress .alpha.
is calculated as "1" in step S900.
Because the calculated gear-change progress .alpha. is "1", the
virtual gear ratio is calculated as KGEAR (1) (i.e., the gear ratio
of the gear before the gears are changed (second gear)) in
S1000.
Accordingly, when the inertial phase has not been started in the
gear-change from second gear to third gear, the target engine
torque TE is calculated by the expression, drive power F.times.tire
radius/differential gear ratio/virtual gear ratio (gear ratio of
second gear)/torque ratio of the torque converter 200.
[When inertia phase has been started in gear-change from second
gear to third gear]
Because it is determined in S100 that the gears are being changed,
and it is also determined in S300 that the inertia phase has been
started (the inertia phase after time T(1) in FIG. 4), the virtual
gear is set, in S500, to third gear which is the gear after the
gears are changed. Further, because it is determined in S600 that
the gears are being changed, the gear before the gears are changed
is set, in S800, to the virtual gear (third gear) before
change.
The inertia phase has been started, and turbine speed NT is
changing (the turbine speed NT is gradually decreasing from the
turbine speed NT detected when the gear-change is started to the
current turbine speed NT). Accordingly, the gear-change progress a
is calculated as a value in a range from 1 to 0 in step S900. As
the gear-change proceeds in the inertia phase, the turbine speed NT
decreases because upshifting is being performed. Accordingly, the
gear-change progress a decreases from 1 to 0.
Because the gear-change progress .alpha. is a value in the range
from 1 to 0, the virtual gear ratio is calculated by the
expression, KGEAR (1) (=the gear ratio of the gear before the gears
are changed (second gear).times..alpha.+KGEAR (2) (=the gear ratio
of the virtual gear (third gear)).times.(1-.alpha.). Thus, the gear
ratio in the inertia phase is set, in S1000, to the virtual gear
ratio calculated by interpolating a value between the gear ratio of
second gear and the gear ratio of third gear.
Accordingly, when the inertia phase has been started in the
gear-change from second gear to third gear, the target engine
torque TE is calculated by the expression, drive power F.times.tire
radius/differential gear ratio/virtual gear ratio (the gear ratio
calculated based on the gear ratios of second gear and third gear
and the gear-change progress .alpha.)/torque ratio of the torque
converter 200.
When the gear-change further proceeds in the inertia phase and then
the turbine speed NT reaches the synchronous rotational speed of
third gear (at time T(2) in FIG. 4), the gear-change from second
gear to third gear ends. At this time, the turbine speed NT is
equal to the synchronous rotational speed NOGEAR, and therefore,
the gear-change progress .alpha. is 0.
As described above, when the target engine torque is calculated
based on the target drive power, the ECU, which is the control unit
according to the embodiment of the invention, causes a change in
the engine torque due to the difference in the gear ratio to occur
within the inertia phase. Accordingly, the torque to be output from
the engine is changed by changing the target engine torque within
the inertia phase. Thus, it is possible to absorb shock caused due
to changes in the engine torque during the shift control. Further,
because the virtual gear ratio is calculated while the gears are
being changed (in the inertia phase), the engine torque is changed
continuously in the inertia phase (if the target drive power
changes continuously). Accordingly, it is possible to change the
target engine torque continuously. Thus, shock due to changes in
the engine torque are absorbed. Further, in the inertia phase, the
virtual gear ratio is changed in accordance with a change in the
turbine speed in the inertia phase. That is, a value is
interpolated between the gear ratios before and after the gears are
changed, using the ratio between the turbine speed NT detected when
the inertia phase is started and the target rotational speed
(synchronous rotational speed) after the gears are changed. Because
the virtual gear ratio during the gear-change is calculated by
interpolating a value between the gear ratios before and after the
gears are changed, the virtual gear ratio continuously changes.
Thus, it is possible to continuously change the gear ratio even
when the one-way clutch is idling.
Further, the same conversion expression for converting the target
drive power to the target engine torque is used regardless of
whether the gears are being changed or the gears are not being
changed. Accordingly, the result of coordination made using the
unit of drive power and the result of coordination made using the
unit of engine torque are the same regardless of whether the gears
are being changed or the gears are not being changed. Therefore,
restrictions on the unit used to make coordination are relaxed.
[Skip Shifting]
FIG. 5 is the timing chart showing the state when skip shifting is
performed. With reference to FIG. 5, the state where the virtual
gear is maintained will be described.
From time T(3) to time T(4), the virtual gear, which is set
separately from the gear that is set according to the control
command, is maintained at certain gear. In the skip shifting, when
the gear-change initially started is proceeding in the inertia
phase, where the turbine speed NT changes, (when it is determined
in S100 that the gears are being changed, and it is determined in
S300 that the inertia phase has been started), the virtual gear is
maintained until gear-change secondly started enters the inertia
phase.
Because the virtual gear used to calculate the virtual gear ratio
is maintained, unnecessary changes in drive power is prevented from
occurring phases other than the inertia phase. During the skip
shifting, the virtual gear used to calculate the virtual gear ratio
is changed each time the inertia phase is started, whereby the
virtual gear ratio changes continuously, and, consequently, the
target engine torque changes continuously. Thus, it is possible to
prevent a sudden change in the torque that occurs when the virtual
gear is changed during the inertial phase.
The ECU, which is the control unit according to the embodiment of
the invention, calculates the target engine torque based on the
virtual gear ratio that changes continuously in the inertia phase,
in the vehicle equipped with the stepped automatic transmission.
Also, the ECU uses the same conversion expression to convert the
target drive power to the target engine torque regardless of
whether the gears are being changed or the gears are not being
changed. Therefore, it is possible to smoothly change the engine
torque, thereby preventing shift shock.
The embodiment disclosed here is merely exemplary, and is not
intended to limit the invention in any manner. The scope of the
invention is not limited by the specific embodiment described
above, but is defined by the claims, and all changes which come
within the meaning and range of equivalency of the claims are
intended to be embraced therein.
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